Vehicle driving mechanism.



E. M. HBYLMAN. v VEHICLE DRIVING MBGHANISM. APPLICATION H LED NOV. 8, 1909.

Patented Aug. 19, 1913.

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E. M. HEYLMAN.

VEHICLE DRIVING MEGHANISM. APPLIGATION FILED Nov. a. 1909.

1,070,890. I Patented Aug.19,1913.

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' VEHICLE DRIVING MEGHANISM.

APPLICATION FILED NOV. 8, 1909.

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VEHICLE DRIVING MBGHANISM.

APPLICATION FILED Nov. 190s.

Patented Aug. 19, 1913.

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EDWARD M. HEYLIVIAN, OF JANESVILLE, WISCONSIN.

VEHICLE DRIVING MECHANISM.

Specification of Letters Patent.

Patented Ang. 19,1913.

Application lecl November 8, 1909. Serial No. 526,871.

To all 'whom it may concern.'

Beit known that I, EDWARD M. Herr-MAN, a citizen of the United States, and a resident of Janesville, county of Rock, State of Wisconsin, have invented certain new and useful Improvements in Vehicle Driving Mechanisms, of which the following is a specification.

The invention seeks to provide improved drive mechanism for automobiles or other power driven vehicles, which is simple and effective in construction, and which can be readily controlled to vary the speed and re` verse the direction of travel of the machine.

The invention also seeks to provide improved transmission mechanism by which the motor shaft can be directly connected to the drive shaft for the traction wheels, or to the axle thereof for driving the automobile ahead at high speed and by which speed reducing and reversing frictional gearing can be employed to connect the motor shaft and drive shaft for propelling the machine ahead or rearwardly at low speed.

.Vit-h these and other objects in view, the invention consists in the features of im provement hereinafter set forth, illustrated in the preferred form in the accompanying drawings and more particularly pointed out in the appended claims.

In the drawings Fignre 1 is a plan view of the automobile fram-e or chassis with the improved drive mechanism applied thereto. Fig. 2 is a view in elevation on an enlarged scale of the drive mechanism with parts shown in section on the lines 2 2 of Figs. 1 and 4. Fig. 3 is an end view with parts in section on the lines 3 3 of Figs. 1 and 4. Fig. 4 is a plan section of the drive mechanism on the line 4 4 of Fig. 2. Fig. 5 is a detail section on the line 5 5 of Fig. 4. Fig. 6 is a detail section on the lines 6 6 of Figs. 1 and 4. Fig. 7 is a view in elevation of part of the controlling mechanism with parts shown in section on the lines 7 7 of Figs. 4 and 8. Fig. S is a plan view on an enlarged scale of the controlling shift levers and adjacent parts.

The automobile frame shown comprises side bars 10 and 11 which are connected by a series of cross bars 12, 13, 14 and 15 arranged atintervals. At its ends the frame is spring-supported from the front and rear axles 1G and 17. The front axle is provided with the usual steerffr wheels 18 and the rear axle with the usual traction wheels 19.

The drive shaft 2O for the traction wheels extends longitudinally of the frame or at right angles to the axle 17 of the traction wheels. This shaft is arranged midway between the side bars 10 and 11 and is journaled in suitable bearings 21 and 22 on the cross bars 14 and 15, (see Figs. 1, 2 and 4)'. At its rear end the shaft is connected by auniversal coupling or knuckle 28 to the forward end of the transmission shaft 24. The rear end of this transmission shaft is connected to the rear axle 17 by any suitable Y.

arrangement of beveled and compensating gearing arranged within a gear case 25 on the rear axle. i

The engine or motor 26 is mounted upon the frontcross bars 12 and 13 with its crank or motor shaft 27 in line with the drive shaft 20. The motor shaft 27 is journaled in snit-- able bearings in the engine frame and is provided at its forward end with a fly-wheel 28. At its rear end it is provided with a reduced portion 29 which is journaled in a seat in the forward end of the drive shaft 20. A. suitable clutch is provided for fdirectly connecting the motor shaft and drive shaft, so that the drive shaft will rotate in unison with the motor shaft and the latter will be directly connected to the rear axle and traction wheels to propel the vehicle ahead at high. speed. Speed reducing and reversing gearing are provided for connecting the motor shaft and drive Shaft 4independently of the clutch, and the clutch and speed reducing and reversing gearing'aie arranged to be alternately thrown into and out of operation by suitable controlling i mechanism. l

In the preferred form shown, a conical friction clutch member 30 is keyed upon the rear end of the motor shaft 27 to rotate therewith. The clutch member is longitudinally shiftable on the shaft and is adapted to extend within and frictionally engage a conical socket formed in a friction wheel or clutch disk 31 that is fixed upon the forward end of the drive shaftI 20 in front of the-`r bearing 21. The shiftable clutch member 30 is provided with a facing 32 ofleather or other suitable friction material.

ln front of the clutch, the motor shaft 27 isprovided with a pair of friction pinions i and cooperate respectively with a pair of friction gears or wheels 3G and 37 which are provided with a common hub and are mounted to slide longitudinally upon a counter .shaft 3S. The counter shaft is arranged parallel with the motor shaft and drive shaft and is journaled at its ends in bearing boxes and Ll0, which are slidably mounted on the cross bars 13 and H. Adjacent its rear end and on opposite sides of the bearing 4-0, t-he counter shaft is provided with two friction wheels il and 42, which are formed of leather or other suitable friction material mounted on hubs 43 and Ll--Lt that are keyed to the counter shaft. rl`lie friction wheel 4l is arranged to engage with the exterior surface of the friction wheel or clutch disk 31 upon the forward end of the drive shaft 20. The friction pinion l2 is arranged to cooperate with suitable reversing gearing comprising a friction wheel or gear d5, a toothed pinion 4t@ and a toothed gear 47 keyed on the drive shaft. The wheel 45 and gear t6 are fixed to the opposite ends of a. sleeve 4S which is rotatably and longitudinally7 shiftable upon a shaft 49 fixed at its ends in sockets 50 formed on the cross bars lll: and l5.

rlhe friction gears or wheels 36 and 37 are keyed to the counter shaft 38, but are longitmlinally shiftable thereon to bring either one or the other of these wheels into line with its companion wheel upon the motor shaft 27. lf the clutch member 30 is disengaged and the counter saft 3S moved transversely, one or the other of the wheels 36 or 37 thereon will engage its companion wheel 33 or B-t on the motor shaft, and the friction pinion -ll on the counter shaft will engage the friction wheel 3l on the drive shaft. The machine will then be driven ahead at slow speed if the wheel 3G is in line with the wheel 3?), and at intermediate speed if the wheels 3ft and 37 are in line. By first shifting the sleeve t8 to move the 'iction wheel -linto engagement with the 'friction pinion t2 and the gears 4G and 47 into mesh, the vehicle is driven rearwardly either at slow or intermediate speed. In this position of the reversing gearing the friction wheels -l-l and 3l are held out of contact.

The sliiftable clutch member 30 on the motor shaft 27 is normally held in engagement with the friction wheel 31 on the drive shaft by a spring 5l, which is coiled about the shaft and interposed between the hubs of the clutch member and the friction wheel Z-S-l. n ring 52 engages a groove in the hub of the shiftable clutch member and pintles 53 en the ring pivotally engage the parts of a forked arm 54. This arm is pivoted at its lower end upon a segmental casing which depends from the bearing 21 beneath the friction wheel 3l and the shiftable clutch member 30. @ne of the parts of the forked arm `f-jt extends upwardly (see liigs. and (E) and is connected by a link 5h to a. crank arm 57 on a transverse rock shaft 58. This shaft is journal-ed in suitable bearings 59 mounted upon the cross bar 13 and a series of shift levers (30, (Sl and G2 are mounted on the outer end of 'this shaft. These levers are bent forward, as shown, to extend over the friction wheeV 36, and the shift lever (30 is fixed to the shaft while the levers 6l and (32 are loosely mounted thereon. By moving the lever (l0 the sha-ft 58 is rocked to thereby shift the arm -tand move the clutch member 30 to released position against the tension of the spring 51. Each of the shift levers 60, Gl and G2 is provided with a foot-piece 63 pivoted on its end and connected by a link 64. to a dog (S5. These dogs are pivoted to the levers and each arranged to engage the teeth of a series of mitched segments GG, formed upon the bearings 59 of the rock shaft. The operator can readily shift the levers G0, Gl and 62 by pressing on the .foot-piece GB. y tipping his foot he can atl the same time throw the dogs G5 into and out of engagement with the notched segments GG.

The lever (3l is arranged to shift the wheels 36 and 37 axially upon the countershaft 38. For this purpose the lever' is connected by a link (37 to a crank arm GS on the upper end of a sleeve (S9. This sleeve (see Figs. 6 and 7) is vertically pivoted to a b acket on the side bar 10 of the frame, and is provided at its lower end with an inwardly and downwardly extending arm 7l having a forked inner end embracing the countershaft 38. Links 72 connect the inner forked ends of the arm 71 with a ring 78, which engages an annular groove in the common hub of the friction wheels and 37. A spring 7d extends between the arm 7l and the cross bar l-jt and tends to hold the friction wheel 53.7 in line with its coiinoanion wheel 34;. By means of the shift lever G1 the arm 7l can be moved against the tension of the spring 71.1: to .move the friction wheel 37 out of line with. with the pinion Sliand the friction wheel 3G into line with t-he pinion 33, as shown in the drawings.

The foot lever GEZ is arranged to throw the reversing ger r into and out of operation and for that purpose it is connected by a link 75 to a crank arm 7G on the upper end of a sleeve 77. rlhis sleeve vertically pivoted in a suitable bracket 7S on the side bar 'l0 of the frame and is provided at ,its lower end with an inwardly and downwardly extending arm 7 The inner forked end of this arm embraces the sleeve -tS and is pivotally connected to a ring S0 which engages an annular groove in the sleeve. A spring 8l extending between the arm 79 and the cross bar 15 normally holds the reversing gearing in the disengaged position shown. By shift-ing the lever 61 the arm 79 is moved against the tension of the spring 81 to shift the sleeve 4S and thereby move the friction wheel 45 into line with the friction pinion 42 on the counter-shaft 38, and t0 move the toothed gear 46 into engagement with the toothed gear 47 on the drive shaft 20. By releasing the foot lever the spring 81 will restore the parts to the normal position.

The boxes 39 and 40 of the counter-shaft are slidably mounted, as stated, upon the cross bars 13 and 14. Each of these boxes is arranged within a suitable guide-way formed between the main body of the cross bar and an overhanging or projecting portion S2 thereof, as shown in Fig. 5. Coiled springs S3 extend between the inner ends of the guide-ways and the boxes and engage studs on these parts to be thereby held in position. These springs tend to shift the counter-shaft away from the motor shaft 2T and drive shaft 2O so that the friction wheels on these shafts will be held out of engagement. The counter-shaft is bodily shifted against the pressure of the springs 33 by a pair of shifter arms S4, (see Fig. et). The hubs of these arms are mounted on vertical pivot pins 85 at the outer ends of the guideways for the journal boxes 39 and 40. These arms are provided at their inner ends with cams S6 which engage t-he bo-xes 39 and 40 and these cams are oppositely arranged so that by moving the outer ends of the arms toward each other the counter-shaft 38 will be moved laterally to throw the friction wheels thereon into engagement with the companion friction wheels on the motor shaft and drive shaft.

Each shifter arm 84 is provided at its outer end with a sleeve 87 (see Figs. l and 7) rotatable thereon and pivotally connected to the forked end of a link 88. The adjacent ends of these links are pivotally connected to a combined equalizer and shifter bar S9, which is provided with a shifting fulcrum. In the form shown, the bar 39 is pivoted at its point of connection with one of the links 3S to the lower end of a swinging link 90 that is pivoted at its upper end to a bracket 91 on the side bar 10 of the machine frame. The equalizer bar 89 extends above its point of connection with the link 90 and at its upper end has a lost motion or pin and slot connection with the rear end of a link 92` the forward end of which is connected to the shift lever 60. By shifting the lever 60 forwardly beyond the position shown in the drawings, the equalizer bar 89 will be rocked to thereby move the shifter arms S4 through the medium of the links SS and thereby force the counter-shaft 3S laterally to bring the friction wheels thereon into engagement with the companion friction wheels o-n the motor and drive shafts. The mechanism is such that the friction wheels can be forced into engagement with the proper amount of pressure to insure an eective driving contact. Moreover, the arrangement of the bar 89 acts to equalize the pressure of the shifter arms upon the opposite ends of the counter-shaft` so that the friction wheels at opposite ends thereof will be in proper contact with the companion friction wheels.

The lever 60 controls both the clutch member 30 that directly connects the motor shaft 27 and drive shaft 20, and is also arranged to throw the speed reducing and reversing gearing on the counter-shaft 33 into and out of operation. The lever 60 is held in its idle position, midway between the ends of its movement, by the engagement of the dog 65 thereon with a deep notch in the companion segment 66. lf the lever is released and permitted to move to its innermost position, the spring 51 will force the clutch member 30 into engagement with the friction wheel 31 to thereby directly couple the motor shaft 27 to the drive shaft 20, to thereby drive the machine ahead at full speed. This inward movement of the lever from its mid-position, sho-wn in Fig. 7, will not affect the counter-shaft 38 or the shifting devices therefor, because of the lost motion connection between the lever and the bar 89. As the lever 60 is moved forward from its innermost position it will rock the shaft 5S and therebv. through the medium of the rock arm 5T, link 56 and arm 54, will move the clutch member 30 to inoperative position against the tension of the spring 51, so that, when the lever is in its mid-position shown in Fig. 7, both the clutch member and the speed reducing gearing will be in inoperative position. This initial movement of the lever from its innermost position to its mid-position will take up the lost motion between the link 92 and the bar 89 and a further shift 0f the lever will throw the shaft 38 transversely to bring the friction wheels thereon into operative engagement with the companion frictionwheels. If the reverse mechanism is in its normal position, shown in the drawings, the machine will be driven ahead either at slow or at intermediate speeds by the engagement of the friction wheel 41 with the member 31 on the drive shaft 2O and by the engagement of either of the friction wheels 36 or 37 with the companion friction wheel 33 or 34 on the motor shaft. The friction wheels 36 and 37 are shifted to proper position to effect either the slow or intermediate speed by means of the lever 61 before the lever 60 is moved to throw the friction wheels into engagement. This arrangement enables the operator to control the starting of the machine and its speed with a single foot lever.

By moving` the foot lever GO forward from its mid-position shown in the drawings, the speed reducingl gearing will be thrown into operation to start the machine ahead at slow speed. ldlhen the machine is under way he can release the lever G and permit it to return to its innermost position, so 'that the springs S3 will act to throw the counter shaft and the speed reducing gearing thereon out of operation and the spring 5l will act to throw the clutch member into engagement to directly connect the shafts 2O and 27, so that the machine will then proceed at full speed. lf the driver desires to reverse the machine, he will first shift the lever G2 to bring the wheel beneath the friction wheel ll2 and the pinion i6 into mesh with the gear 4?, before he operates the main controlling lever GO to throw the counter shaft laterally. ln this position of the parts, either one of the friction wheels 3G or 37 can engage its companion friction wheel 33 or S-lon the motor shaft, when the lever GO is operated to shift the counter shaft $38 transversely, but the friction wheels fl-2 and #l5 at the opposite ends of the counter shaft are of such sizes that they will prevent the engagement of the adjacent wheel -l-.l with the wheel 3l on the drive shaft. 1With the reversing mechanism in shifted position, the machine may therefore be driven rearwardly either at slow or intermediate speeds by moving the lever GO to throw the counter-shaft transversely and thereby bring the wheel 32 thereon into engagement with the wheel 45, and either one of the wheels 3G or 37 into engagement with its companion wheel 33 or 3l.

The slightly unequal movement of the rear end of thecounter shaft 3S in driving the machine ahead and rearwardly, is permitted by reason of the equalizing connections between the opposite ends of the shaft. To permit the ready engagement of the f wheel i5 with the wheel @l2 the latter is preferably provided with a beveled outer end, as shown, and to permit the ready engagement with the gears 46 and 47 the teeth are provided with beveled edges.

l"Vhen the reversing gear Ll5 is engaged with the friction wheel 12, the counter shaft 88 is not thrown far enough out of parallelism with the shafts 2O and 27 to interfere with the proper frictional engagement of the gears at the opposite ends of the counter shaft. It is only essential that the friction wheels l2 and a5 should be of such size that the friction wheel Lll cannot be forced into driving contact with the frictional wheel 31 by the transverse movement of the counter shaft. Moreover, the material. of the friction wheels 33, 34 and 42 is sufficiently yielding to permit the proper engagement of these wheels with their coperating friction wheels when the reversing gear l5 is opposite the friction wheel 42.

Then the machine is operated at high speed, the connection between the motor and the rear driving axle is direct, the only gears in operation being the gearing which connects the transmission shaft 2li to the drive axle. The remainder of the transmission mechanism is idle and there is no strain upon any of these idle parts. The speed reducing and reversing gearing may thus be readily shifted, since there is no strain or pressure thereon, and set for reducing the speed or for reversing the direction of travel, as desired, before the main controlling lever is shifted to throw out the high speed clutch and throw in the speed reducing or reversing gearing. The high speed clutch which directly connects the motor shaft and drive shaft is spring-held in operative position, while the counter shaft and speed reducing and reversing means controlled thereby are normally spring-held out of operative position. rthe main, common controlling lever acts to successively shift these parts against the tension of the springs when the lever is moved from its innermost to its outermost position and thereby successively throws the high speed clutch out of operation and the speed reducing mechanism into operation. Then the lever is reversely shifted the speed reducing mechanism is thrown out of operation by the springs 83 and the spring 5l restores the high speed clutch to operative engagement with the wheel 31.

It should be noted that by shifting the main controlling lever GO outwardly from its mid-position, the friction, speed reducing gearing may be gradually engaged to start the machine slowly and with progressively increasing speed. Then by slowly returning the controlling lever to its innermost position (and toward which it is spring pressed by the clutch spring 51) the transmission from low speed to high speed may be gradually or progressively effected.

It is obvious that numerous changes may be made in the details set forth without departure from the essentials of the invention.

I claim as my invention :M

1. In a vehicle driving mechanism, the combination with a motor shaft, of a drive shaft in line with said motor shaft, a spring pressed, friction clutch member for directly connecting said shafts, speed reducing, spring pressed friction gearing for connecting said shafts and arranged to compel the rotation of said drive shaft in the same direction as said motor shaft, and a common shift lever and connections operated thereby for shifting said clutch member and said friction gearing against the tension of the springs thereof to thereby alternately throw said clutch and said friction gearing into and out of operation, said parts being arranged to orevent the simultaneous operation of said clutch and said friction gearing, substantially as described.

2. 1n a vehicle driving mechanism, the combination of a drive shaft, a motor shaft in line with said drive shaft, a friction clutch member for directly connecting said shafts, friction gearingl for connecting said shafts, springs for holding said clutch member in operative position and said gearing out of operation, a common shaft lever and connections operated thereby for successively shifting said clutch and said gearing against the tension of said springs to throw said clutch out of operation and said gearing into operation, substantially as described.

3. In a vehicle driving mechanism, the combination of a drive shaft, a motor shaft in line with said drive shaft, a friction vclutch for directly connecting said shafts, speed reducing gearing fo-r connecting said shafts independent-ly of said clutch, a shift lever for moving said gearing to different positions, a common shift lever for alternately throwing said clutch and said gearing into and out of operation, reversing gearing arranged to be interposed between said speed reducing gearing and said drive shaft, and a controlling shift lever for said reversing gearing, substantially as described.

4. In a vehicle driving mechanism, the combination of a drive shaft, a motor shaft in line with said drive shaft, a friction clutch member fo-r directly connecting said shafts, friction wheels on said shafts, a parallel counter-shaft having cooperating friction wheels thereon, said counter-shaft being` transversely movable to throw said wheels into and out of engagement, and shift mechanism for said clutch member and said counter shaft arranged to prevent the simultaneous operation of said clutch member and said friction wheels, substantially as described.

5. In a vehicle driving mechanism, the combination with a motor shaft, of a drive shaft in line with said motor shaft, a clutch for directly connecting said shafts, friction wheels on said shafts, a parallel counter-shaft, cooperating friction wheels thereon, shifters engaging the ends of said counter-shafts for throwing said wheels into and out of engagement, and means for operating said shifters and for equalizing the pressure between the same, substantially as described.

6. 1n a vehicle driving mechanism, the combination, of a drive shaft, a motor shaft in line with said drive shaft, a friction clutch member for directly connecting said shafts, friction wheels on said shafts, a parallel vcounter-shaft having cooperating friction wheels thereon, said co-unter-shaft being transversely shiftable for throwing said friction wheels into and out of operation, springs for ho-lding said counter-shaft in inoperative position, a spring for holding said clutch member in engaged position, and a common shift mechanism for successively disengaging said clutch and throwing said counter-shaft to operative position, substantially as described.

7. In a vehicle driving mechanism, the combination, of a drive shaft, a motor shaft in line with said drive shaft, a clutch for directly co-nnecting said shafts, friction wheels on said shafts, a parallel countershaft having cooperating friction wheels thereon, reversing gearing aranged to be interposed between said counter-shaft and said drive shaft, and means for shifting said counter-shaft transversely to throw said friction wheels and said reversing gearing into and out of operation, substantially as described.

8. 1n vehicle driving mechanism, the combination of a drive shaft, a motor shaft in line with said drive shaft, a shiftable clutch member for directly connecting said shafts, a parallel, transversely shiftable countershaft, a pair of cooperating friction wheels on said counter and saidmotor shafts, a second pair of cooperating friction wheels on said counter and said drive shafts, and reversing gearing adapted to be interposed between said counter shaft and said drive shaft and arranged, in operative position, to hold said second pair of friction wheels out of engagement, substantially as described.

9. In vehicle driving mechanism, the com` bination of a drive shaft, a motor shaft in line with said drive shaft, a shiftable clutch member for directly connecting said shafts, a parallel7 transversely shiftable countershaft, a pair of cooperating friction wheels 0n said counter and said motor shafts, a second pair of cooperating friction wheels on said counter and said drive shafts, springs engaging the ends of said shaft to hold said friction wheels out of engagement, shifters engaging the ends of said shaft for throwing said wheels into engagement, and means for operating said shifters and for equalizing the pressure between the same, substantially as described.

10. In a vehicle driving mechanism, the combination of a drive shaft, a motor shaft in line with said drive shaft, a shiftable clutch member for directly connectingsaid shafts a parallel, transversely shiftable counter-shaft, a pair of cooperating friction wheels on said counter and said motor shafts, a second pair of cooperating friction wheels on said counter and said drive shafts, springs engaging the ends of said shaft to hold said friction wheels out of engagement, I,

Shifters engaging the ends of Said Sha-ftfor throwing said wheels,` into engagement, connections for operating said Shifters and for equalizing the pressure between the Same, and reversing gearing adapted to be interposed between one end of Said counter-shaft and Said drive shaft and arranged, in operative posit-ion, to hold said second pair of friction wheels ont of engagement, Substantially as described.

il. ln a vehicle drivingl mechanism. the combination of a drive Shaft, a motor shaft in line with Said drive shaft, a parallel transversely shiftable counter-shaft, pairs of cooperating friction wheels for connecting Said connter-shaft to said motor and said drive shafts, springs engaging' the ends of Said counter Shaft to hold Said wheels ont of engagement, pivoted Shifter arms engaging the ends of said counter-Shaftto throw :said friction wheels into engagement, an equalizer' bar connected at itS opposite ends to Said Shifter arms, a pivoted fulcrum link for Said equalizer bar and a controlling lever connected to Said equalizer bar, substantially as described.

1'2. ln a vehicle driving mechanism, the combination with a motor shaft` of a drive shaft in line with Said motor Shaft, a parallel, transversely shiftable counter-Shaft, Cooperating pairs of friction wheels on said Shafts, Shifters engaging the ends of Said counter-shaft to throw said friction wheels into and out of engagement, an equalizer bar connected at its opposite ends to said shifters, and a controlling Shifter connected to said equalizer bar, Substantially as described.

13. In a vehicle driving mechanism, the combination with a motor shaft, of a drive Shaft in line with Said motor shaft, a frietion clutch member for directly connecting said Shafts, a parallel, transversely Shiftable coui'iter-Shaft, friction wheels of dif ferentdiameterS on said motor Shaft, two cooperating wheels on Said cennter-shaft, a Shifter moving one of Said setS of wheels axially to bring either into line `with its companion wheel, a pair of cooperating friction wheels on said con1itei.'-Shaft and said drive shaft, and a common Shifter and connections operated thereby for alternatel)7 throwing Said clutch member and Said counter-Shaft into and ont of operative poSi-' tion, Substantially as described.

14. ln a vehicle driving mechanism, the combination of a drive Shaft, a motor Shaft in line with Said drive Shaft, a Shiftable friction clutch member for directly connect ing Said shafts, Speed. reducing and reversing friction gearing for connecting' Said shafts independently of Said clutch meinber, means for Shifting said friction gearing to' vary the Speed, means for reversing said friction gearing, and a common Shifter for Said gearing and Said clutch member arranged to throw either into and the other ont of operation, substantially as described.

EDWARD Mn HEYLMAN. lVitnesses F. H. FARNswon'rrr, lV. F. Boswon'rrr.

Copies of this patent may be obtained fos.` ve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

